Electric motor powered stand device for a vehicle

ABSTRACT

A retractable stand for an electric vehicle is connected to an electric running motor. A one-way clutch is disposed between an output shaft of the running motor and a continuously variable transmission. Upon forward rotation of the output shaft, the one-way clutch idles and power is transmitted through the continuously variable transmission to a drive wheel. Upon reverse rotation of the output shaft, the one-way clutch transmits power to a first gear but not to the transmission. The reverse rotation is transmitted through a gear box to a main stand which extends to a park position. The main stand is normally biased through a pair of compression springs to a retracted position.

This is a Divisional of prior application Ser. No. 08/594,028 filed onJan. 30, 1996, U.S. Pat. No. 5,730,243, the contents of which areincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates generally to an assist device for use in anelectric vehicle and, in particular, to the assist device that providesa wide range of ease-of-use design improvements in the electric vehicle.

2. Description of the Related Art

Electric vehicles that use an electric motor as a prime mover recentlydraw attention as a next generation vehicle that is expected to replacea gasoline-powered vehicle employing an internal combustion engine. Adiversity of technical proposals have been made in connection with theelectric vehicle. The electric vehicle using environmentally cleanelectrical energy solves entirely environmental problems associated withinternal combustion engines, such as emissions of toxic exhaust gasesand noise. It is estimated that 70% of air pollutants is given off byinternal combustion engines. Also, it is believed that the full-scaleintroduction of electric vehicles effectively slows the currentconsumption rate of fossil fuels such as petroleum effectively doublingthe currently expected remaining availability period of fossil fuels.

As in the gasoline-powered vehicle, the electric vehicle is providedwith running wheels suspended at shock absorbers by the vehicle body.The running wheels are driven by a power transmission device, the powersource of which is an electric motor. The electric motor is powersupplied by an electric power device. The electric power device is madeup of a battery bank section having a plurality of storage batteries, apower supply circuit section for supplying electric power in a reliablemanner, an electric motor for driving, a motor driving circuit, and acontrol circuit for issuing speed instructions or the like to the motordriving circuit. Driving power generated by the motor is thentransmitted via the power transmission device to the running wheels toallow the electric vehicle to run.

The battery bank section that feeds electric power to the running motoris constructed of the plurality of storage batteries connected in seriesto obtain a required voltage. The storage batteries have the followingcharacteristics: the voltage across the battery terminals graduallydrops with time elapse when the battery is used or discharged, asplotted by a discharge curve in FIG. 15. As soon as the battery voltagereaches a termination voltage at the rightmost end of the curve in FIG.15, discharge is terminated to protect the storage battery. As FIG. 16illustrates, the storage battery follows different discharge curvesdepending on the current in use. It is known that the operatingdischarge time of the battery varies as its operating current varies.For this reason, the electric vehicle is provided with a meter,indicative of power remaining unused, employing a diversity oftechniques, to correctly know electrical energy remaining unused in thestorage battery. The remaining capacity meter estimates electric powerremaining and indicates it to a driver.

As shown in FIG. 17, electric power from a battery bank section 91 isvoltage-regulated by a power supply circuit section 92, and isdistributed via unshown power lines to a diversity of devices includinga remaining capacity meter 93. The main switch 94 to be operated by thedriver is connected to the power supply circuit section 92. By operatingthe main switch 94, the power supply circuit section 92 is switched onor off. When the vehicle comes to a complete halt to park it, the keyswitch 94 is switched off cutting battery power to all devices on boardincluding the remaining capacity meter to stop the operation of eachdevice. The main key is detached from its switch and kept in the handsof the driver to prevent the vehicle from being stolen. Electric powerregulated by the power supply circuit section 92 is fed to the motor viathe motor driving circuit. The motor driving circuit in its choppercontrolling mode controls the speed of the motor by raising or loweringthe supply voltage to the motor. The chopper control duty ratio thatraises or lowers voltage is controlled by the control circuit. Thecontrol circuit is electrically connected to an accelerator grip. Thecontrol circuit sets a duty ratio in response to the driver's openingsetting of the accelerator. In response to the duty factor, the motordriving circuit raises or lowers the RMS voltage fed to the motor. Thespeed of the motor according to the opening of the accelerator is thusobtained.

Since the electric vehicle does not have an idling state that is typicalof the standard gasoline-powered vehicle, a ready-to-run state may gounnoticed. An erratic opening of the accelerator causes the vehicle tostart running suddenly, while the driver is not ready to start in hisdriving position. A dismount sensor is disposed under a seat to sensethe seating position of the driver. Even when a vehicle is ready tostart, it gives off an alarm sound such as a buzzer sound in some knownsystems (for example, Japanese Patent Application No. Hei-6-115469). Inanother known system, a vehicle stops entirely the operation of themotor regardless of accelerator operation when a driver dismounts.

In an electric two-wheel vehicle such as a two-wheel motorcycle orscooter, a motorcycle stand having at least two feet is provided in thevicinity of its rear running wheel. When such a vehicle is parked, thestand is set to its parking position. During parking, the vehicle isbalanced on three ground points: one at its front wheel and two at thestand's feet.

To charge a consumed storage battery, it is charged with a chargingvoltage that is typically higher than its nominal voltage. For example,for a 12 V storage battery, approximately 15 V is fed to the battery tocharge it. The capacity of the battery is accurately determined based onthe fact that the terminal voltage of the battery varies linearly withbattery capacity when an open-circuit voltage is measured with thebattery set for no load state upon completion of a charging operation.

When the charging operation is completed, however, the terminal voltagerises temporarily (this state is hereinafter referred to as "surfacecharge state") partly because the charging voltage is higher than thenominal voltage and partly because the battery interior remainselectrochemically nonuniform at this moment. Terminal voltagemeasurement provides no accurate measurement of the battery capacity,therefore. For example, a 12 V storage battery is charged with acharging voltage of approximately 15 V. Immediately after the chargingoperation, the open-circuit voltage stays in the vicinity of 15 Vregardless of actual capacity of the battery. Even when the chargingoperation is stopped before being fully charged, the battery may bemistakenly considered as fully charged because the measured terminalvoltage is high. It is known that as time elapses, such a surface chargestate indicating a high voltage is eliminated and the terminal voltagereaches to its equilibrium one reflecting actual charged batterycapacity.

In one of known methods of determining charged battery capacityimmediately after charging, a regression equation that relates elapsedtime after the completion of charging to open-circuit voltage isdetermined, the regression equation is used to estimate the open-circuitvoltage at the equilibrium state after a sufficient duration of time haselapsed, and charged capacity is then calculated from the estimatedopen-circuit voltage (for example, Japanese Patent ApplicationHei-4-363679).

In the electric two-wheel motorcycle such as a electric scooter, theease of use as the motorcycle is greatly impaired by heavy weight,compared with an engine scooter. Namely, the electric scooter isrelatively heavy because it has a number of batteries mounted on board.Heavy weight presents a handling difficulty to users.

When transferring the two-wheel motorcycle from its stop position to itsparking position in a parking lot, for example, or from its parkingposition to its start position, a driver usually dismounts and walks thetwo-wheel motorcycle there. The two-wheel motorcycle thus needs a greatdeal of human power. When walking the two-wheel motorcycle on anon-level road or a slope in particular, the driver has even moredifficulty in this manual running operation. The running motor may beused to assist the driver in his manual running operation, but this maybe very risky. An erratic accelerator manipulation may trigger a suddenstart. From the safety standpoint, using the running motor forassistance is not preferable.

In the already cited known system that triggers an alarm sound to alertthe driver, the alarm sound may go unnoticed depending the ambientconditions. In this case, stopping entirely the running motor is notperfectly acceptable, because it cannot be used to assist the driver inhis manual run operation any more.

Furthermore, another difficulty a heavy vehicle presents is that thedriver needs more power and skill in putting the scooter on its standfor parking. As shown in FIG. 18, a known system comprises a standdevice 106 having a dedicated motor 104 and its gear box 105 to put astand 103 in its upright position, besides a running motor 101 and apower transmission device 102. The dedicated motor 104 provides drivingpower to put the stand 103 in its upright position. This stand device106 employing the dedicated motor, however, renders the design of thevehicle more complicated and heavier.

The main switch turns on or off the power supply circuit that feedspower to all on-board devices in need. When the main switch is turnedoff with the vehicle parked, the remaining capacity meter is switchedoff as well. When the storage battery needs charging with aninsufficient power remaining and when the main switch is turned off, theneed for charging may escape the driver's attention. The driverunintentionally skips a charging operation not knowing the consumedstorage battery.

In the above described method in which charged battery capacityimmediately after charging is determined using the regression equationfrom the terminal voltage, charge and discharge characteristics aredifferent from battery to battery in terms of capacity and degree ofaging. Therefore, tests should be beforehand conducted to collectcharacteristics data. Such extra job is time consuming.

SUMMARY OF THE INVENTION

In view of the above problems, the present invention has been developed.It is an object of the present invention to implement a wide range ofease-of-use design improvements in an electric vehicle by providing anelectric vehicle power assist device which allows a running motor to beoperative at an extremely slow speed in order to lighten manual powerrequired when a driver manually walks the electric vehicle. Thiseliminates the possible risk of a vehicle sudden start that may betriggered when the driver manipulates erratically an accelerator whilenot being ready to start in his driving position. It also improves alightweight electric vehicle power assist device that uses the runningmotor to drive a stand to its upright position with no dedicated standmotor employed; provides a remaining capacity insufficient alarm devicethat alerts the driver in an assured manner that the battery capacity iscurrently insufficient even while the main switch is turned off stoppingthe operation of all on-board devices, and by providing a battery chargecapacity measuring device which determines accurately charge capacity byeliminating surface charge state upon a charging operation.

According to the first aspect of the present invention, the power assistdevice for use in an electric vehicle comprises a dismount sensor forsensing the driver's dismount action from the vehicle, a acceleratorsetting determining means for determining the closed state of theaccelerator, speed mode setting means for putting the vehicle into anextremely slow speed mode when the driver dismounts and when theaccelerator setting is in a closed state, and the speed limit means forsetting the rotational speed of the running motor to be 1/n timessmaller according to the extremely slow speed mode. Thus, when thedriver walks the vehicle to park or start it, the running motor shiftsto its extremely slow speed mode. The driver who dismounts and walks thevehicle manipulates the accelerator grip as necessary. In this case, thevehicle is run at the extremely slow speed by manipulating theaccelerator in the same manner as in normal operation. Ease of use inmanual running operation is substantially improved. Furthermore, sincethe maximum speed is limited to speeds as slow as human walking speeds,an erratic manipulation of the accelerator will not initiate a suddenstart of the vehicle. Safety riding is thus assured.

When the mode of operation of the vehicle is shifted to the extremelyslow speed mode, the vehicle speed set by the driver's manipulation ofthe accelerator is set to be 1/n times smaller than the correspondingspeed in the normal mode. It means that if the driver turns theaccelerator grip by the same angle, the effect of this turn is reducedto be 1/n times smaller in the extremely slow speed mode. The way theaccelerator functions remains unchanged. Thus, manual running of thevehicle in power assistance using the running motor is performed in thesame manner as in the normal running operation.

According to the second aspect of the present invention, the powerassist device for use in an electric vehicle comprises sudden startrestraint means for restraining motor driving until the accelerator isclosed when the main switch is turned on with the accelerator in itsopened state, a dismount sensor for sensing the driver's dismount actionfrom the vehicle, accelerator setting determining means for determiningthe closed state of the accelerator, speed mode setting means forputting the vehicle into an extremely slow speed mode when the driverdismounts and when the accelerator setting is in a closed state, and thespeed limit means for setting the rotational speed of the running motorto be 1/n times smaller according to the extremely slow speed mode. Evenwhen the driver erratically turns on the main switch with theaccelerator opened, the motor is restrained keeping the vehicle to ahalt until the accelerator is closed. A sudden start of the vehicle isthus prevented. When the driver walks the vehicle in manual running, heis power assisted by the running motor.

According to the third aspect of the present invention in connectionwith the stand device for use in an electric vehicle, the pivoting shaftof the stand device idles while the running motor rotates in its forwarddirection, and is engaged with the output shaft of the running motor viathe one-way clutch and the gear series while the running motor rotatesin its reverse direction. The reverse rotary motion of the running motoris used to force the stand device to its upright position. No dedicatedmotor is required. The design of the vehicle is therefore simple,lightweight and low-cost.

According to the fourth aspect of the present invention, the remainingcapacity insufficient alarm device for use in an electric vehiclecomprises timer means for time counting in response to the turn-offoperation of the main switch and prevention means for preventing atleast the remaining capacity meter and the alarm means from stoppingoperating for time counting duration. When battery capacity measured bythe remaining capacity meter indicates an insufficient capacity, theremaining capacity meter and the alarm means are left operating for apredetermined duration of time after the turn-off operation of the mainswitch. The alarm means continuously alerts the driver of aninsufficient capacity. Thus, the alarm device prevents the fact of theinsufficient capacity from escaping the driver's attention, and thusprevents the vehicle from being immobilized due to lack of power in thebatteries in the middle of a run.

The remaining capacity meter thus presents the remaining capacityinformation, which in turn allows the driver to accurately predict acharging time required. This improves the ease of use of the electricvehicle.

According to the fifth aspect of the present invention in connectionwith the battery charge capacity measuring device for use in an electricvehicle, the post-charging terminal voltage, different from its normalterminal voltage, is measured at predetermined intervals for apredetermined duration of time after the completion of a chargingoperation, the presence of a surface charge state is determined from avariation in the measured terminal voltages, the surface charge state iseliminated by allowing the battery to discharge on a light load, andthis determination/elimination process is repeated until the surfacecharge state is completely eliminated and reliable measured values areobtained. Thus, the surface charge state is eliminated in a short timeand in a reliable manner. Furthermore, charge capacity is accuratelydetermined.

The terminal voltage is measured with the surface charge stateeliminated, and then the charge capacity of the batteries is determined.Thus, any regression equation that expresses rough estimate of thecharacteristics of the batteries is not required. The principle of thisaspect of the invention can be applied to a diversity of storagebatteries that suffer surface charge. The principle of this aspect ofthe present invention permits easy measurement and finds a wide range ofapplications. Even if the characteristics of the batteries are varieddue to operating and ambient conditions, an accurate measurement of thecharge capacity is performed because the capacity of the batteries aredetermined after the surface charge is eliminated.

Other objects and attainments together with a fuller understanding ofthe invention will become apparent and appreciated by referring to thefollowing description and claims taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings wherein like reference symbols refer to like parts

FIG. 1 is a side view showing generally the electric motorcycleaccording to one embodiment of the electric vehicle of the presentinvention.

FIG. 2 is a cross-sectional view taken along the line II--II in FIG. 1.

FIG. 3 is a schematic diagram of one embodiment of the power assistdevice according to the first aspect of the electric vehicle of thepresent invention.

FIG. 4 is a flow chart of the control program of one embodiment of powerassist device according to the second aspect of the electric vehicle ofthe present invention.

FIG. 5 is a graph illustrating the operation of the embodiment.

FIG. 6 is a diagrammatic perspective view of one embodiment of the standdevice according to the third aspect of the electric vehicle of thepresent invention.

FIG. 7 is a plane view of the stand device of the electric vehicle ofthe above embodiment.

FIG. 8 is a side view of the stand device of the electric vehicle of theabove embodiment.

FIG. 9 is a front view of the stand device of the electric vehicle ofthe above embodiment.

FIG. 10 is a schematic diagram showing generally a first embodiment ofthe fourth aspect of the electric vehicle of the present invention, inconnection with the remaining capacity insufficient alarm device.

FIGS. 11A and 11B are a timing charts illustrating the operation of thetimer circuit of the above embodiment.

FIG. 12 is a schematic diagram showing generally a second embodiment ofthe fourth aspect of the electric vehicle of the present invention, inconnection with remaining capacity insufficient alarm device.

FIG. 13 is a flow chart of the control program of one embodiment ofbattery charge capacity measuring device according the fifth aspect ofthe electric vehicle of the present invention.

FIG. 14 is a schematic diagram of a discharge circuit used in thebattery charge capacity measuring device in the above embodiment.

FIG. 15 is a graph showing the discharge characteristics at constantcurrent of a typical storage battery.

FIG. 16 is a graph showing the relationship between battery dischargecurrent and discharge capacity.

FIG. 17 is a block diagram of the prior art battery bank and powersupply circuit.

FIG. 18 is a perspective view showing the stand device of the prior artelectric vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to FIGS. 1 through 12, the embodiments of the presentinvention are now discussed. The electric vehicle in each embodiment isillustrated using a two-wheel electric motorcycle (including an electricscooter) as an example. All the embodiments use the identical basicconstruction of the electric motorcycle.

As in the conventional internal-combustion-engine driven motorcycle, anelectric scooter 1 in FIG. 1 has on the front and rear sides of avehicle body 2, running wheels 4, 5 suspended by a body main frame 3 anda driver's seat 2a on the approximately middle position of the vehiclebody 2. The front wheel 4 is steered by a handle 6. The rear wheel 5 isdriven by a running electric motor 7 rather than by an engine. As shownin FIG. 2, a display panel 8 disposed in the middle of the handle 6 hasan indicator device 9 for displaying a cruising speed, battery remainingcapacity and the like and a plurality of switches for controllingon-board devices. Disposed below the display panel 8 on the main body 2is the main switch 10 for turning on or off all on-board devices.

The main frame 3 carries an electric power device 11 for supplyingelectric power required for running a motor 7 that converts electricpower from the electric power device 11 into mechanical force, and apower transmission device 12 for transmitting the mechanical force tothe rear wheel 5. Accelerator grip 6a, a brake lever, a brake mechanism,suspension systems and some other unshown components remain unchangedfrom those used in the conventional two-wheel motorcycle. A diversity ofswitches including the accelerator grip 6a, the brake lever, the mainswitch 10 and the like are electrically connected to the electric powerdevice 11.

The electric power device 11 is made up of a battery bank section 14disposed in an approximately middle lower position of the main frame 3of the vehicle body 2, a remaining capacity meter 15, a power supplycircuit 16, a control circuit 17, a charger 18 and a motor drivingcircuit 19 disposed beside the battery bank section 14, and a diversityof sensors disposed in the on-board devices.

The battery bank section 14 comprises four batteries 14a secured ontothe main frame by brackets. These batteries 14a are connected in seriesby heavy wire gauge cables to avoid voltage drop and to obtain arequired voltage. Electric power from the battery bank section 14 isregulated by the power supply circuit 16 before it is distributed toeach of the on-board devices.

The motor driving circuit 19 is a circuit chiefly constructed oflarge-sized MOS FETs as high-power switching elements. Switchingoperation of the FET circuit in the form of chopper control raises orlowers the RMS voltage supplied to the running motor 7 to control themotor speed. Switching operation is performed according to speedinstruction from the control circuit 17 in response to acceleratorsetting.

The control circuit 17 comprises a microcomputer 31 that receivessignals from the accelerator grip 6a and sensors mounted in the on-boarddevices and outputs signals to the motor driving circuit 19 and theindicator device 9 on the display panel 8. The microcomputer 31 isprovided with an A/D converter for converting an input signal into adigital signal, an I/O port, a CPU, and memory. Under the control of theprogram stored in the memory, the microcomputer 31 processes sensorsignals including the one regarding accelerator setting set by theoperation of the accelerator grip 6a, and signals from other sensors,and issues required instructions such as a duty setting signal to themotor driving circuit 19.

The power transmission device 12 is made up of the running motor 7 and acontinuously variable transmission 20. The power transmission device 12converts a rotary motion the motor 7 generates into an appropriatetorque by means of the continuously variable transmission 20 andtransmits the torque to the rear wheel 5.

When the driver turns on the main switch 10, the power supply circuit 16starts to operate, distributing electric power from the battery banksection 14 to the on-board devices and making the vehicle ready tostart. Next, when the driver operates the accelerator grip 6a, thecontrol circuit 17 in response issues a speed instruction to the motordriving circuit 19. In response to the speed instruction, the motordriving circuit 19 raises or lowers the driving power fed to the runningmotor 7 to control the speed of the running motor 7. The rotary motiongenerated by the running motor 7 is converted into an appropriate torquewhich is then transmitted to the rear wheel 5. The two-wheel electricscooter 1 thus starts to run at a speed the driver desires.

Referring now to the embodiment in FIG. 3, the power assist deviceaccording to the first aspect of the electric vehicle of the presentinvention is now discussed. Sensing the driver's dismounting and theclosed state of the accelerator set by the driver, the power assistdevice puts the vehicle into the extremely slow speed mode operationthat controls the running motor at an extremely slow speed. The powerassist device therefore performs safe power-assistance running at anextremely slow speed rotation of the running motor. When walking thevehicle, the driver can manipulate the accelerator in the same way hedoes in normal riding.

The power assist device of the electric vehicle of this embodiment isconstructed of a power assist circuit 21 in FIG. 3. The power assistcircuit 21 comprises an accelerator block 24, which, in response to theresistance of a potentiometer 22 that varies according to themanipulation of the accelerator grip 6a by the driver, converts a speedinstruction voltage in response to the accelerator setting into a pulsesignal by a comparator 32 to feed the pulse signal to the unshown motordriving circuit 19. A comparator 23 determines the closed state of theaccelerator based on the speed instruction voltage signal, and a seatsensor block 25 senses the driver's dismounting from the vehicle. Aflip-flop 26 reads a sensor signal from the seat sensor block 25 at themoment the accelerator shifts from its closed state to its opened state,and a photo-relay switch 27 is driven by the flip-flop 26. When thedriver does not mount on the seat 2a at the moment the acceleratorshifts from its closed state to its opened state, the flip-flop 26causes the photo-relay switch 27 to conduct, thereby shorting a resistor28 in the accelerator block 24. The speed instruction voltage signal isthus reduced to 1/n times its standard voltage, and the running motor 7rotates at the extremely slow speed mode with its maximum speed limitedbelow a threshold.

The seat sensor 29 as the dismount determining sensor in the seat sensorblock 25 is mounted in the seat 2a, and is constructed of a pressureswitch or a pressure sensor. When pressure on the seat sensor 29 islightened, namely, when the driver is clear of the seat 2a, the sensor29 gives a high-level sensor signal. The output terminal of the seatsensor 29 is connected to the data input terminal (hereinafter referredto as D terminal) of the flip-flop 26.

In this embodiment, as the dismount determining sensor for sensing thedriver's dismounting, the seat sensor 29 in the form of the pressureswitch or pressure sensor is mounted in the seat 2a. The presentinvention is not limited to this arrangement. Alternatively, thedriver's dismounting may be determined by sensing a variation in theload of the vehicle. For example, a sensor that senses a variation inthe load exerted on the suspension system may be employed. It is alsoperfectly acceptable to employ a combination of the seat sensor 29 andthe load variation sensor.

The accelerator block 24 has the potentiometer 22, the resistance ofwhich is varied in response to the manipulation of the accelerator grip6a. As the accelerator setting increases, the potentiometer 22 decreasesits resistance and the resulting speed instruction voltage increases.When the accelerator grip is closed, the speed instruction voltage dropsdown to a negative voltage below zero. The speed instruction voltagesignal, which increases with the opening of the accelerator grip 6a, isthus output. The speed instruction voltage signal is fed to thecomparator 32 for motor rotation control and the comparator 23 fordetermining the closed state of the accelerator.

The speed instruction voltage from the accelerator block 24 is fed tothe positive terminal of the motor controlling comparator 32. Thecomparator 32 receives at its negative terminal a triangular pulsesignal having a predetermined period from a triangular pulse generatorcircuit 33. The output terminal of the comparator 32 is connected to theunshown motor driving circuit 19. In response to the pulse output fromthe comparator 32, the motor driving circuit 19 controls the rotationalspeed of the running motor 7. Therefore, the duty ratio of the outputpulse is varied in accordance with the accelerator setting. Therotational speed of the running motor is controlled in accordance withthe duty ratio so that the vehicle's speed is controlled in response tothe driver's manipulation of the accelerator.

The output line of the accelerator block 24 is also connected to thepositive terminal of the comparator 23 that senses the closed state ofthe accelerator. The negative terminal of the comparator 23 is connectedto zero volt commonline. When the accelerator is closed causing thepotentiometer 22 to give a negative output, the comparator 23 determinesthat the accelerator is in a closed state and outputs a low-levelsignal. The output terminal of the comparator 23 is connected to theclock input terminal (hereinafter referred to as CK terminal) of theflip-flop 26. Thus, a signal indicative of the closed state of theaccelerator is fed to the flip-flop 26.

The output terminal (hereinafter referred to as Q terminal) of theflip-flop 26 is connected to the photo-relay switch 27 via a resistor30. When the output at the Q terminal of the flip-flop 26 is at a highlevel, the photo-relay switch 27 is designed to be conductive. Theswitching terminals of the photo-relay switch 27 are connected inparallel with the resistor 28 disposed forwardly of the potentiometer22. When the photo-relay switch 27 is conductive or closed, the resistor28 is shorted. The speed instruction voltage output by the acceleratorblock 24 is 1/n times smaller than the normal value. The running motor 7rotates below a limitation and thus the speed of the vehicle is limitedto a speed of human walk.

The D terminal of the flip-flop 26 is connected to the output terminalof the seat sensor block 25, and the CK terminal of the flip-flop 26 isconnected to the output terminal of the accelerator block 24 via thecomparator 23. When the driver opens the accelerator causing the outputsignal from the comparator 23 to shift from a low level to a high leveland when the driver dismounts causing the seat sensor block 25 to outputa high-level signal, the photo-relay switch 27 connected to the Qterminal of the flip-flop 26 is conducted thereby shorting the resistor28.

The operation of the power assist device of the electric vehicle thusconstructed is now discussed.

The driver closes the accelerator before dismounting the vehicle. Thedriver then possibly walks the vehicle from the stop position to theparking position. The seat sensor 29 in the seat sensor block 25 sensesthe driver's dismounting, and then the seat sensor block 25 outputs ahigh-level signal to the D terminal of the flip-flop 26. When the drivermanipulates the accelerator grip 6a to put the accelerator to its openedstate, the output of the comparator 23 is driven from low to high, andthe corresponding pulse is entered to the CK terminal of the flip-flop26. Since the flip-flop 26 has received the high-level signal from theseat sensor block 25, the flip-flop 26 outputs a high-level signal atits Q terminal causing the photo-relay switch 27 to be conductive. Thevehicle then shifts to the extremely slow speed mode. Namely, thephoto-relay switch 27 shorts the resistor 28. The speed instructionvoltage from the accelerator block 24 is set to be 1/n times smallerthan the normal value, and the vehicle speed is thus limited to apredetermined one as slow as human walking speeds.

The extremely slow speed mode operation thus starts. To walk the vehiclefrom the stop position to the parking position, the driver manipulatesthe accelerator in the same way as the normal riding to gain powerassistance from the running motor 7. By changing the acceleratorsetting, the vehicle speed is adjusted. Since a speed limit as slow aswalking speeds is established, the vehicle is prevented from making asudden start in any setting of the accelerator.

To start the vehicle, the driver walks the vehicle from its parkingposition to its start position in power assistance and then mounts onthe seat 2a with the vehicle at the start position and the extremelyslow speed mode is terminated. Namely, the seat sensor block 25 outputsa low-level signal to the D terminal of the flip-flop 26. When thedriver manipulates the accelerator grip 6a to open the accelerator, theoutput at the comparator 23 is driven from low to high, and thecorresponding pulse is fed to the CK terminal of the flip-flop 26. Sincethe flip-flop 26 has already received the low-level signal from the seatsensor block 25, the flip-flop 26 outputs a low-level signal at its Qterminal. The photo-relay switch 27 is thus opened, terminating theshorting of the resistor 28. The vehicle is put into the normal runningmode for normal running.

It is contemplated that the vehicle is designed to run backward at anextremely slow speed by incorporating a direction change switch thatcauses the running motor to rotate in the reverse direction in theextremely slow speed mode.

Thus, as described above when the driver walks the vehicle to park orstart it, the running motor shifts to its extremely slow speed mode. Thedriver who dismounts and walks the vehicle manipulates the acceleratorgrip 6a as necessary. In this case, the vehicle is run at the extremelyslow speed by manipulating the accelerator in the same manner as innormal operation. Ease of use in manual running operation issubstantially improved. Furthermore, since the maximum speed is limitedto speeds as slow as human walking speeds, an erratic manipulation ofthe accelerator will not initiate a sudden start of the vehicle. Safetyriding is thus assured.

When the mode of operation of the vehicle is shifted to the extremelyslow speed mode, the vehicle speed set by the driver's manipulation ofthe accelerator is set to be 1/n times smaller than the correspondingspeed in the normal mode. It means that if the driver turns theaccelerator grip 6a by the same angle, the effect of this turn isreduced to be 1/n times smaller in the extremely slow speed mode. Theway the accelerator functions remains unchanged. Thus, manual running ofthe vehicle in power assistance using the running motor is performed inthe same manner as in the normal running operation.

Referring to the embodiment in FIG. 4, the second aspect of the presentinvention is now discussed.

In addition to the advantage of the first aspect of the presentinvention, the power assist device of the electric vehicle in thisembodiment prevents the vehicle from initiating a sudden start,regardless of whether the driver dismounts or mounts, by keeping themotor to a standstill until the accelerator has been once shifted to aclosed state when the main switch is turned on with the acceleratorerratically opened.

The power assist device of this embodiment comprises a seat sensor, asthe dismount determining sensor, constructed of a contact switchdisposed on a hinge portion of the seat, a control circuit connected tothe seat sensor and a control program stored in the control circuit.

In this embodiment, the seat sensor is used as the dismount determiningsensor. Alternatively, the present invention may employ an infraredsensor or an ultrasonic sensor that directly senses the presence of thedriver.

To avoid its erratic sensing, the sensor may be set up to be active onlywhen the vehicle stops or the sensor may be set up to issue a sensorsignal only when the vehicle remains dismounted continuously for 3seconds. The driver may be bumped on a rough road and is forced to beinstantaneously detached from the seat. In such a case, the abovearrangement prevents the sensor from erroneously determining that thedriver dismounts.

The control program of the power assist device is discussed withreference to the flow chart in FIG. 4. In this flow chart, the controlprogram is organized in three basic blocks: a first block (steps S1through S4) for preventing a sudden start of the vehicle due to anerratic accelerator setting when the main switch is turned on, a secondblock (steps S5 and S6) for keeping the vehicle to a standstill untilthe accelerator is correctly opened, and a third block (step S7 and S8)for setting the motor operation mode according to the signal indicativeof the driver's dismount/mount state from the seat sensor.

When the main switch is turned on, the power assist device begins tooperate. The program or process goes to step 1, where the currentaccelerator setting or openness α is read. Next, the process goes stepS2, where a determination is made of whether or not the acceleratorsetting α is 0. When it is not 0, the process goes to step S3 and stepS4. When it is 0, the process goes to step S5.

At step S3, the accelerator setting a is read again, and the processgoes to step S4. At step S4, a determination is made of whether or notthe accelerator setting α is 0. When it is not 0, the process returns toS3. When it is 0, the process goes to step S5. Steps S3 and S4 arerepeated unless the accelerator is closed for 0 accelerator setting.When the main switch is turned on with the accelerator already opened,the process repeatedly cycles through steps S3 and S4 until theaccelerator is closed. This prevents a sudden start of the vehicle dueto erratic accelerator setting. Namely, the process is unable to reachstep S9 or S12, which sets a duty ratio. The running motor will notoperate and the vehicle stays standstill.

At step S5, the accelerator setting α is read. At step S6, adetermination is made of whether or not the accelerator setting α isgreater than 0. When the accelerator setting α is 0, the process returnsto step S5. When the accelerator setting α is greater than 0, theprocess goes to step S7. When the accelerator is closed, the processrepeatedly cycles through S5 and S6 to make the vehicle to stand byuntil the accelerator is opened.

At step S7, the sensor signal from the seat sensor is read. At step S8,referring to the sensor signal, a determination is made of whether ornot the driver mounts on the seat. When the sensor signal indicates thatthe driver mounts on the seat, the process goes to steps S9 through S11.Steps S9 through S11 control the motor in the normal running mode. Whenthe sensor signal indicates that the driver dismounts, the process goesto steps S12 through S14. Steps S12 through S14 control the motor in theextremely slow speed mode.

When the driver mounts on the seat, the process goes to step S9. At stepS9, the duty ratio D corresponding to the accelerator setting a isentered. Therefore, the vehicle speed is varied according to the dutyratio D which in turn is set according to the accelerator setting set bythe driver.

At step S10, the accelerator setting α is read. At step S11, adetermination is made of whether or not the accelerator setting α is 0.When it is not 0, the process returns to step S9. When it is 0, theprocess returns to S5. Steps S9 through S11 are repeated until theaccelerator setting α is 0. In the meantime, the motor is continuouslycontrolled in the normal running mode. When the accelerator setting α is0, namely, when the accelerator is closed, the process starts over withstep S5.

When the driver dismounts, the process goes to step S12. At step S12,the duty ratio D corresponding to the accelerator setting α is set by0.4 times smaller. As shown in FIG. 5, the duty ratio (chaindouble-dashed line) in the extremely slow speed mode is set to be 40% ofthe duty ratio (continuous line) in the normal running mode. The driveris thus freed from a critical manipulation of the accelerator to achievea slow speed in the normal running mode to walk the vehicle. In theextremely slow speed mode, the driver allows the vehicle to move inpower assistance by manipulating the accelerator as in the normalrunning mode.

At step S13, the accelerator setting α is read. At step S14, adetermination is made of whether or not the accelerator setting α is 0.When it is not 0, the process returns to step S12. When it is 0, theprocess returns to S5. Steps S12 through S14 are repeated until theaccelerator setting α is 0. In the meantime, the motor is controlled inthe extremely slow speed mode. As in preceding steps S9 through S11, theprocess starts over with step S5 when the accelerator setting α is 0,namely when the accelerator is closed.

As described above, the power assist device for use in an electricvehicle of this embodiment includes the sudden start restraint means forrestraining motor driving until the accelerator is closed when the mainswitch is turned on with the accelerator in its opened state. Even whenthe driver erratically turns on the main switch with the acceleratoropened, the motor is restrained keeping the vehicle to a halt until theaccelerator is closed. A sudden start of the vehicle is thus prevented.When the driver walks the vehicle in manual running, he is powerassisted by the running motor.

When the mode of operation of the motor is shifted to the extremely slowspeed mode, the vehicle speed according to the manipulation of theaccelerator is reduced by a factor of 0.4, thus 40% of the vehicle speedof the normal running mode results. If the accelerator is manipulated inthe same way as in the normal running mode, 40% of the vehicle speed isobtained. The driver thus can manipulate the accelerator to gain powerassistance from the running motor as in the normal running mode.

The third aspect of the electric vehicle in connection with the standdevice is now discussed with reference to the embodiment in FIGS. 6through 9.

In this embodiment of the electric vehicle in connection with the standdevice, the pivoting shaft of the main stand is engaged with the outputshaft of the running motor via a one-way clutch and a series of gears.Taking advantage of the reverse rotary motion of the running motordispenses with a dedicated motor for the stand device.

As shown in FIGS. 6 through 9, the stand device 41 in the embodiment ofthe electric vehicle comprises a gear box 42 integrally attached to thepower transmission device 12 constructed of the running motor 7 and thecontinuously variable transmission 20, a one-way clutch 43 housed in thegear box 42, a series of gears 44, and a main stand 45, the rotationshaft of which is connected to the rotation shaft of the output gear ofthe series of gears 44.

The continuously variable transmission (CVT unit) 20 comprises a drivingpulley 47 supported by the output shaft 7a of the motor 7, a drivenpulley 48 rigidly supported by the rear wheel shaft 5a, and a V-shapedbelt 49. By changing the radius of rotation of the driving pulley 47,the transmission ratio is variably changed to convert the rotary motionof the motor 7 into an appropriate torque, which is then transmitted tothe rear wheel 5.

The one-way clutch 43 in the stand device 41 is supported by the outputshaft 7a of the running motor 7. Attached onto the one-way clutch 43 isa first gear 51 which is the input gear of the series of gears 44. Whenthe running motor 7 rotates in the forward direction (as shown bycontinuous line arrows in FIG. 8), namely, when the running motor 7rotates to move the vehicle forward, the one-way clutch 43 idles, nottransmitting the motor rotary motion to the series of gears 44. On theother hand, when the running motor 7 rotates in the reverse direction(dashed line arrows in FIG. 8), namely, when the running motor 7 rotatesto move the vehicle backward, the one-way clutch 43 rotates integrallywith the motor output shaft 7a to transmit the reverse rotary motion ofthe motor to the series of gears 44. At the same time, the one-wayclutch 43 disengages the driving pulley 47 from the motor output shaft7a, and thus reverse rotary motion is not transmitted to the rear wheel5.

The series of gears 44 comprises the first gear 51 rigidly attached ontothe one-way clutch 43, a second gear 52 meshed with the first gear 51,and a third gear 53 meshed with the second gear 52. Meshed gears havetheir own predetermined gear reduction ratios. The pivoting shaft 45a ofthe main stand 45 is rigidly attached to the shaft 53a of the third gear53.

The stand 45 comprises the pivoting shaft 45a rigidly attached onto thethird gear shaft 53a, a pair of feet 45b extending from both ends of thepivoting shaft 45a at substantially a right angle and gradually partedfrom each other toward their feet ends, and ground plates 45c attachedonto the ends of the feet 45b. The stand 45 is constructed ofmechanically strong material, and its tube portion has a large diameterso that it withstands the weight of the vehicle with a sufficientmargin.

The stand 45 is provided with retracting compression springs 55. Each ofthe retracting springs 55 is connected at one end to the middle of eachfoot 45b, and at the other end to the gear box 42. The retractingsprings 55 constantly bias the stand 45 toward its retraction position.When the reverse rotary motion of the running motor 7 is nottransmitted, the stand 45 stays retracted.

The display panel 8 is provided with a stand upright switch, which isconnected to the control circuit. When the stand upright switch isturned on, the control circuit issues an instruction that causes themotor to rotate in reverse, and then the stand 45 starts to shift to itsupright position.

The stand 45 has on its upright position a limit switch 57 which is alsoconnected to the control circuit. The limit switch 57 senses the stand45 put into its upright position. The control circuit stops the reverserotation of the running motor 7 and locks the stand 45.

The operation of the stand device 51 for the electric vehicle is nowdiscussed. When the stand upright switch is turned on, the controlcircuit causes the running motor 7 to rotate in reverse. The one-wayclutch 43 disengages the running motor 7 from the driving pulley 47 sothat the reverse rotary motion of the running motor 7 is transmitted tothe first gear 51 of the series of gears 44. The third gear 53 as theoutput gear of the gear series 44 rotates at a predetermined reducedspeed. The stand 45 is pivoted around its own pivoting shaft 45aattached to the third gear shaft 53a in the direction of its uprightposition. With the stand 45 at its upright position as shown byimaginary lines in FIG. 8, it turns on the limit switch 57 and thecontrol circuit stops the reverse rotation of the running motor 7. Thestand 45 is locked, keeping the vehicle body 2 parked in a stablemanner.

To move the two-wheeled vehicle from its upright stand position, pushthe vehicle forward slightly. Then, the stand 45 is reverted to itsretraction position by elasticity of the retracting springs 55. Thetwo-wheeled vehicle is now ready start.

This embodiment employs the upright stand device in which the pivotingshaft of the stand is rotated to force the stand to its uprightposition. The present invention is not limited to this type of standdevice. A raise/lower type stand device with its stand capable of movingup and down is also contemplated. The raise/lower stand device mayemploy a rotary/reciprocating motion conversion mechanism constructed ofa combination of a rack and pinion and worm gears. In the upright typestand device, the vehicle is forward or backward moved slightly in thecourse of setting up the stand, and the vehicle may touch any objectnearby, possibly damaging the rear light or some other thing. Theraise/lower type stand device is free from such a damage, because itremains standstill in the course of setting up. By constructing thestand of planar plate rather than piping, the stand device may be usedas an under guard.

As described above, according to this embodiment of the electric vehiclein connection with the stand device, the pivoting shaft of the standdevice idles while the running motor rotates in its forward direction,and is engaged with the output shaft of the running motor via theone-way clutch and the gear series while the running motor rotates inits reverse direction. The reverse rotary motion of the running motor isused to force the stand device to its upright position. No dedicatedmotor is required. The design of the vehicle is therefore simple,light-weight and low-cost.

The fourth aspect of the electric vehicle in connection with theremaining capacity insufficient alarm device is now discussed withreference to the first embodiment in FIGS. 10 and 11.

The alarm device according to the first embodiment of the fourth aspectof the present invention keeps the remaining capacity meter and thealarm means operating for a predetermined duration of time after theturn-off operation of the main switch when battery capacity measured bythe remaining capacity meter indicates an insufficient capacity. Thealarm means alerts the driver of insufficient capacity to let the drivernot to forget charging the battery.

As shown in FIG. 10, the alarm device comprises the power supply circuit16 connected to the terminals of the battery bank section 14 having aplurality of storage batteries 14a, the 3-way main switch having SW 1,SW 2 and SW 3 for turning on or off the power supply circuit 16, theremaining capacity meter 15 connected to the power supply circuit 16 viaa power line 62, a timer circuit 63 connected to the power line 62 viaswitching contacts SW 2 of the main switch, a buzzer circuit 64connected to the power line 62 via switching contacts SW 3 of the mainswitch, an AND gate circuit 65 connected to the outputs of the remainingcapacity meter 15 and the timer circuit 63, and a photo-relay switch 66connected to the output of the AND gate circuit 65 for turning on or offthe power supply circuit 16.

The main switch 10 is disposed below the display panel 8 as shown inFIG. 2. When the driver turns on the main switch 10, the power supplycircuit 16 operates feeding power from the battery bank section 14 toall on-board devices in need so that the vehicle 1 is ready to start.

Returning to FIG. 10, the power supply circuit 16 is electricallyconnected to a variety of on-board devices via the power line 62.Therefore, the power supply circuit 16 feeds electric power to on-boarddevices via the power line 62 to allow them to operate.

The power line 62 of the power supply circuit 16 is also connected tothe remaining capacity meter 15. When the power supply circuit 16 isturned on or off, the remaining capacity meter 15 is turned on or off aswell. The remaining capacity meter 15 determines remaining capacity ofthe batteries by measuring the terminal voltage of the batteries and soon, and presents measured capacity remaining on the indicator device 9on the display panel 8. The remaining capacity meter 15 of thisembodiment issues at its output terminal a high-level signal when theremaining capacity of the batteries 14a drops below a threshold thatneeds charging. The setting of the threshold may be left to the useroption. In this case, the batteries may be efficiently used taking intoconsideration a diversity of operating conditions.

To sense an insufficient capacity in the batteries, a conventionalremaining capacity meter may replace the remaining capacity meter 15 ofthis embodiment that issues a high-level signal to indicate aninsufficient capacity. Namely, a signal indicative of an insufficientcapacity is picked from the signal lines for capacity presentation fromthe conventional remaining capacity meter. The signal may be input tothe circuit of the present invention. For example, by connecting acomparator/inverter circuit having a comparator and an inverter to theabove signal line, a low-level signal indicative of an insufficientcapacity may be picked up and converted to a high-level signal, whichmay be used as an alarm signal.

The buzzer circuit 64 is connected via switching contacts SW 3 to thepower line 62 that runs from the power supply circuit 16 to theremaining capacity meter 15. The timer circuit 63 is connected to thepower line 62 directly and via switching contacts SW 2.

The output of the timer circuit 63 is connected to one of the inputs ofthe AND gate circuit 65. As shown in FIG. 11A, the timer circuit 63 isdesigned to provide a high-level signal when the timer circuit 63receives power at its input from the power line 62. When the power line62 is turned off, the timer circuit 63 continuously outputs thehigh-level signal for a predetermined duration of time after theturn-off of the power line 62. When the predetermined duration of timehas elapsed, the timer circuit 63 stops issuing the high-level signal.If the high-level signal starts from the moment the power line 62 isturned off as shown in FIG. 11B, a slight delay may take place betweenthe turn-off of the power line 62 and the rising edge of the high-levelsignal. Such a delay adversely affects the operation of the alarmdevice. In this embodiment, the high-level signal is fed to the AND gatecircuit 65 as shown in FIG. 11A to assure that the alarm device of thisembodiment operates reliably. Designated 63a is a pull-down resistor toregulate the supply voltage fed to the timer circuit 63.

The inputs of the AND gate circuit 65 are connected to the outputterminals of the remaining capacity meter 15 and the timer circuit 63.The output of the AND gate circuit 65 is connected to the photo-relayswitch 66 via an input current setting resistor 66a. The photo-relayswitch 66 is connected in parallel with the switching contacts SW 1 ofthe main switch that turns on or off the power supply circuit 16.

Switching contacts SW 2 and SW 3 connected to the power line 62 areopened or closed in response to the opened or closed state of theswitching contacts SW 1. When the switching contacts SW 1 are closed,the switching contacts SW 2 are closed and the switching contacts SW 3are opened. When the switching contacts SW 1 are opened, the switchingcontacts SW 2 are opened and the switching contacts SW 3 are closed.

The operation of the alarm device of this embodiment is now discussed.

When the driver turns on the main switch in FIG. 10, the switchingcontacts SW 1 and SW 2 are closed, and the switching contacts SW 3 isopened. And, the timer circuit 63 issues the high-level signal.

The batteries are consumed as the two-wheeled electric vehicle 1 runs.When the remaining capacity of the batteries 14a drops below a thresholdsuggesting that a charging operation is required, the remaining capacitymeter 15 issues a high-level signal alerting the driver of aninsufficient capacity remaining in the batteries. The high-level signalfrom the timer circuit 63 and the high-level signal indicative of aninsufficient capacity from the remaining capacity meter 15 are fed tothe AND gate circuit 65. The AND gate circuit 65 outputs a high-levelsignal, thereby turning on the photo-relay switch 66.

When the two-wheeled electric vehicle 1 stops running and the driverturns off the main switch, the switching contacts SW 1 and SW 2 areopened, and the switching contacts SW 3 are closed. In response to theopened switching contacts SW 2, the timer circuit 63 operates,continuously giving the high-level signal for the predetermined durationof time. When the predetermined duration of time has elapsed, thehigh-level signal is terminated. For the predetermined duration of timeset in the timer circuit 63, the photo-relay switch 66 is keptconductive, allowing the power supply circuit 16 to continuouslyoperate. The devices connected to the power supply circuit 16 are thuscontinuously powered.

The switching contacts SW 3 are closed allowing the buzzer circuit 64 togive off an alarm buzzer sound. In this case, the remaining capacitymeter 15 remains continuously operative, and the driver can monitor theremaining capacity and estimate how long he needs to complete charging.

During the predetermined duration set by the timer circuit 63, the alarmbuzzer sound is continuously given. At the end of the predeterminedduration, both the alarm buzzer sound and the remaining capacity displayare terminated. Namely, after the predetermined duration of time, thehigh-level signal from the timer circuit. 63 is terminated. The outputsignal from the AND gate 65 is driven low, turning off the photo-relayswitch 66. The photo-relay switch 66 in turn turns off the power supplycircuit 16, subsequently deactivating the remaining capacity meter 15and the buzzer circuit 64.

When the remaining capacity in the batteries is sufficient, theremaining capacity meter 15 gives no high-level signal, and thus noalarm buzzer sound is provided. Namely, when the batteries havesufficient capacity, the remaining capacity meter 15 gives a low-levelsignal, which causes the AND gate circuit 65 to keep its output signalat a low-level regardless of the output signal from the timer circuit63. Thus, the photo-relay switch 66 is turned off. When the driver turnsoff the main switch, the switching contacts SW 1 are opened with thephoto-relay switch 66 remaining off. The power supply circuit 16 is thusturned off, causing the remaining capacity meter 15 and the buzzercircuit 64 to be switched off.

In this embodiment, the alarm buzzer sound is used as the alarm means toalert the driver. The present invention is not limited to this type ofalarm means. Alternatively, a speech synthesizing circuit for voicing analarm message may be used. This message may tell clearly that thebattery capacity is now insufficient and prompts the driver to chargethe batteries. Alternatively, the buzzer circuit may be dispensed with,and instead, the conventional display panel as the indicator circuit forremaining capacity presentation may be modified. In this case, theremaining capacity display may be flashed or presented in a differentcolor, or both in combination to alert the driver.

In the above embodiment, the present invention is applied to the alarmdevice that alerts the driver of the battery remaining capacity. Thepresent invention is not limited to this, but may be applied to someother protection devices that possibly sense overheating, overvoltage,voltage drop and the like in the electric vehicle. Protection devices tosense these anomalies alert the driver and help assure safe riding onthe electric vehicle.

As described above, the remaining capacity insufficient alarm devicecomprises timer means for time counting in response to the turn-offoperation of the main switch and prevention means for preventing atleast the remaining capacity meter and the alarm means from stoppingoperating for time counting duration. When battery capacity measured bythe remaining capacity meter indicates an insufficient capacity, theremaining capacity meter and the alarm means are left operating for apredetermined duration of time after the turn-off operation of the mainswitch. The alarm means continuously alerts the driver of aninsufficient capacity. Thus, the alarm device prevents the fact of theinsufficient capacity from escaping the driver's attention, and thusprevents the vehicle from being immobilized due to lack of power in thebatteries in the middle of a run.

The remaining capacity meter thus presents the remaining capacityinformation, which in turn allows the driver to accurately predict acharging time required. This improves the ease of use of the electricvehicle.

The alarm device according to the second embodiment of the fourth aspectof the present invention is now discussed referring to FIG. 12.

As shown in FIG. 12, the alarm device in the second embodiment of thefourth aspect of the present invention is basically identical to thefirst embodiment in structure. In the second embodiment, the switchingcontacts SW 3 are dispensed with and the circuit configuration of thebuzzer circuit 64 is modified. An AND gate circuit 67 is disposed at theinput of the buzzer circuit 64 to turn on or off it. The inputs of theAND gate circuit 67 are connected to the switching contacts SW 2 of themain switch and the output of the AND gate circuit 65.

One input of the AND gate circuit 67 is connected via an inverter 68 tothe junction of the switching contacts SW 2 of the main switch and thetimer circuit 63. When the junction is driven low, the inverter 68inputs a high-level signal to the AND gate circuit 67. The other inputof the AND gate circuit 67 is connected to the junction of the output ofthe AND gate circuit 65 and the resistor 66a. The output signal from theAND gate circuit 65 is input to the AND gate circuit 67. The output ofthe AND gate circuit 67 is connected to the buzzer circuit 64, whichtriggers the buzzer alarm sound in response to the high-level signalfrom the AND gate circuit 67.

The operation of the alarm device of this embodiment is now discussed.

When the driver turns on the main switch in FIG. 12, both switchingcontacts SW 1 and SW 2 are closed, causing the timer circuit 63 tooutput a high-level signal.

The batteries are consumed as the two-wheeled electric vehicle 1 runs.When the remaining capacity of the batteries 14a drops below a thresholdsuggesting that a charging operation is required, the remaining capacitymeter 15 issues a high-level signal alerting the driver of aninsufficient capacity remaining in the batteries. The high-level signalfrom the timer circuit 63 and the high-level signal indicative of aninsufficient capacity from the remaining capacity meter 15 are fed tothe AND gate circuit 65. The AND gate circuit 65 outputs a high-levelsignal, thereby turning on the photo-relay switch 66.

When the two-wheeled electric vehicle 1 stops running and the driverturns off the main switch, the switching contacts SW 1 and SW 2 areopened. In response to the opened switching contacts SW 2, a low-levelsignal is fed to the timer circuit 63. For a predetermined duration oftime, from the moment the low-level signal is fed, the timer circuit 63outputs a high-level signal continuously. At the end of the duration,the output of the high-level signal is terminated. For the predeterminedduration of time set in advance in the timer circuit 63, the photo-relayswitch 66 allows the power supply circuit 16 to operate and the devicesconnected to the power supply circuit 16 are thus continuously powered.

The low-level signal fed to the timer circuit 63 is inverted by theinverter 68 into a high-level signal, which is then fed to the AND gatecircuit 67. The high-level from the inverter 68 and another high-levelsignal from the AND gate circuit 65 cause the AND gate circuit 67 togive a high-level signal, which is then fed to the buzzer circuit 64.The buzzer circuit 64 gives off an alarm buzzer sound. In this case, theremaining capacity meter 15 continuously operates. The driver can thusmonitor the remaining capacity of the batteries and estimate thecharging time required.

During the predetermined duration set by the timer circuit 63, the alarmbuzzer sound is continuously given. At the end of the predeterminedduration, both the alarm buzzer sound and the remaining capacity displayare terminated. Namely, after the predetermined duration of time, thehigh-level signal from the timer circuit 63 is terminated. The outputsignal from the AND gate 65 is driven low, turning off the photo-relayswitch 66. The photo-relay switch 66 in turn turns off the power supplycircuit 16, subsequently deactivating the remaining capacity meter 15and the buzzer circuit 64.

When the remaining capacity in the batteries is sufficient, theremaining capacity meter 15 gives no high-level signal, and thus noalarm buzzer sound is provided. Namely, when the batteries havesufficient capacity, the remaining capacity meter 15 gives a low-levelsignal, which causes the AND gate circuit 65 to keep its output signalat a low-level regardless of the output signal from the timer circuit63. Thus, the photo-relay switch 66 is turned off. When the driver turnsoff the main switch, the switching contacts SW 1 are opened with thephoto-relay switch 66 remaining off. The power supply circuit 16 is thusturned off, causing the remaining capacity meter 15 and the buzzercircuit 64 to be switched off.

As described above, the second embodiment of the fourth aspect of thepresent invention offers the same advantage as the first embodiment.Furthermore, the second embodiment employs the main switch having asmaller number of mechanical switching contacts. Faults attributed tothese contacts are thus eliminated and thus the reliability of thesystem is increased.

Next, the battery charge capacity measuring device of the electricvehicle according to the fifth aspect of the present invention isdiscussed referring to FIGS. 13 and 14.

The charge capacity measuring device eliminates the surface charge thatindicates a voltage different from the normal terminal voltage, for apredetermined duration of time after a charging operation is completed,and allows the correct capacity of the batteries to be measured. Namely,the batteries are charged with a charging voltage that is higher thanthe terminal voltage, the terminal voltage is measured at predeterminedintervals after the charging operation is completed, and, if anyvariation between measured voltages is detected, a light loaddischarging is performed on the assumption that the batteries are in asurface charge state. This cycle is repeated until a stable voltage freefrom surface charge state is measured. When the surface charge state iseliminated, charge capacity is determined based on the measured voltage.

The charge capacity measuring device comprises the battery bank sectionhaving the plurality of storage batteries, the remaining capacity meterfor determining capacity from the open-circuit voltage of the batterybank section, and the control circuit connected to the remainingcapacity meter. The charge capacity measuring device further comprises adischarge circuit 71 shown in FIG. 14 and a charge capacity measuringprogram that controls the operation of the discharge circuit 71 and theremaining capacity meter. The charge capacity measuring program uses theremaining capacity meter to determine whether or not the batteries arein a surface charge state. The program uses the discharge circuit 71 toeliminate the surface charge state, and uses the remaining capacitymeter to determine the current charge capacity.

The operation program of the charge capacity measuring device isdiscussed referring to the flow chart in FIG. 13. In the flow chart inFIG. 13, the program for measuring charge capacity is organized in threemain blocks: a first block (steps S1 through S4) for determining whetheror not the batteries are in a state of surface charge, a second block(steps S5 through S7), in succession to the first block, for eliminatingthe surface charge by discharging the batteries on a light load when thebatteries are found to be in a surface charge state, and a third block(step S8) for determining the charge capacity based on a stable terminalvoltage after the surface charge is eliminated.

At step S1, the terminal voltage is measured with the battery banksection in an open-circuit, no-load state. The measured value E1 isstored in memory means. At step S2, a predetermined duration Δt1 is timecounted. When the predetermined duration Δt1 has elapsed, the processgoes to step S3. At step S3, the terminal voltage is measured with noload on the batteries. The measured value E2 is stored in the memorymeans.

At step S4, a determination is made of whether or not the batteries arein a surface charge state by comparing E1 and E2. Specifically, measuredvalue E2 is subtracted from measured value E1, and the differencetherebetween is then compared with ΔE that is error-compensated. Whenthe difference is greater than ΔE, namely, when the terminal voltagesuffers a variation greater than a predetermined rate of reduction evenafter the predetermined duration of Δt1, the batteries are found to bestill in a surface charge state and not in equilibrium. On the otherhand, when the difference is smaller, namely, when the terminal voltageindicates a marginal variation after the predetermined duration of Δt1,the batteries are thought to be in equilibrium with the surface chargestate eliminated.

When step S4 determines that the surface charge state presents, theprocess starts over with step S5 after a sequence of steps (steps S5through S7) for eliminating the surface charge. A cycle of S1 through S7is repeated until the surface charge is eliminated. When the surfacecharge is eliminated, the process goes to step S8, where the chargecapacity of the batteries is determined.

The block for eliminating the surface charge includes discharging thebatteries on a light load for a duration to remove charge in thevicinity of the terminals of the batteries in order to eliminate thesurface charge state.

A discharge process is performed using the discharge circuit 71 in FIG.14. The discharge circuit 71 comprises a semiconductor switching device72 and a resistor 73 having a predetermined high resistance connected ina series connection. This series connection is connected in parallelwith the output terminals of the battery bank section 14 having aplurality of batteries 14a. The switching operation of the switchingdevice 72 allows the resistor 73 to discharge the batteries for apredetermined duration of time of Δt2.

At step S5, the switching device 72 is turned on, and the battery banksection 14 starts discharging through the high resistor 73 by a smallcurrent I. At step S6, the predetermined duration of Δt2 is counted.When the predetermined duration of Δt2 has elapsed, the switching device72 is turned off at step S7. The discharging of the storage batteries14a is terminated. The process starts over with step S1 again. Asequence of steps for the determination of the surface charge andelimination of the surface charge. (steps S1 through S7) is repeateduntil the surface charge state is eliminated.

When the surface charge state is eliminated through the process of thedetermination and then elimination of the surface charge, the chargecapacity of the batteries is finally determined at step S8. The measuredopen-circuit voltage E2 is thought of as a stable voltage with thebatteries at equilibrium. The remaining capacity meter thus determinesthe charge capacity of the batteries from the measured value E2.

As described above, according to the battery charge capacity measuringdevice of this embodiment, the post-charging terminal voltage, differentfrom its normal terminal voltage, is measured at predetermined timeintervals for a predetermined duration of time after the completion of acharging operation, the presence of a surface charge state is determinedfrom a variation in the measured terminal voltages, the surface chargestate is eliminated by allowing the battery to discharge on a lightload, and this determination/elimination process is repeated until thesurface charge state is completely eliminated and reliable measuredvalues are obtained. Thus, the surface charge state is eliminated in ashort time and in a reliable manner. Furthermore, charge capacity isaccurately determined.

The terminal voltage is measured with the surface charge stateeliminated, and then the charge capacity of the batteries is determined.Thus, any regression equation that expresses rough estimate of thecharacteristics of the batteries is not required. The principle of thisaspect of the invention can be applied to a diversity of storagebatteries that suffer surface charge. The principle of this aspect ofthe present invention permits easy measurement and finds a wide range ofapplications. Even if the characteristics of the batteries are varieddue to operating and ambient conditions, an accurate measurement of thecharge capacity is performed because the capacity of the batteries aredetermined after the surface charge is eliminated.

As described above, the present invention provides an improvedeasy-to-operate feature in a wide range of operation of an electricvehicle. According to the electric vehicle of the present invention,there is provided an electric vehicle power assist device which allows arunning motor to be operative at an extremely slow speed in order tolighten manual power required when a driver manually walks the electricvehicle. There is also provided an electric vehicle power assist devicewhich eliminates the possible risk of a vehicle sudden start that may betriggered when the driver manipulates erratically an accelerator whilenot being ready to start in his driving position. There is also provideda lightweight electric vehicle power assist device that uses the runningmotor to drive a stand to its upright position with no dedicated standmotor employed. There is also provided a remaining capacity insufficientalarm device that alerts the driver in an assured manner that thebattery capacity is currently insufficient even while the main switchfor stopping the operation of all on-board devices is turned off. Thereis also provided a battery charge capacity measuring device whichdetermines accurately charge capacity by eliminating surface chargestate upon a charging operation.

While the invention has been described in conjunction with severalspecific embodiments, it is evident to those skilled in the art thatmany further alternatives, modifications and variations will be apparentin light of the foregoing description. Thus, the invention describedherein is intended to embrace all such alternatives, modifications,applications and variations as may fall within the spirit and scope ofthe appended claims.

What is claimed is:
 1. A stand device for use in an electric vehicle forparking the vehicle, the vehicle includes a running motor, at least twowheels, power transmission means for transmitting motor output power toat least one of the two wheels, the stand device comprising:retractablestand means for parking the vehicle when the retractable stand means isin a parking position, the retractable stand means being in a retractedposition when the vehicle is not parked; clutch means for disengagingmotor output power with the power transmission means and for engagingmotor output power with the stand means, when the motor rotates in areverse direction, so as to cause the stand means in the parkingposition to park the vehicle; wherein when the motor rotates in aforward direction to move the vehicle forwardly, the clutch meansdisengages motor output power with the stand means to allow the standmeans to be in the retracted position and engages motor output powerwith the power transmission means.
 2. The stand device of claim 1wherein the stand means includes a pivoting shaft for engaging anddisengaging with the motor output power, and the clutch means includes aone-way clutch and a series of gears for engaging and disengaging thepivoting shaft of the stand means with the motor output power.